Engine governor



D. c. ADDICKS ENGINE GOVERNOR Jan. 8, 1929.

Filed Feb. 19. 1923 5 snets-sneet 1 9 Z 4 Z 4 M Z 1,69&,464

D. C. ADDICKS Jan. 8, 1929,

ENGINE GOVERNOR 5 Sheets-Sheet '2 Filed Feb. 19, 1923 Jari. s, 1929. 1,698,464

' D. C. ADDICKS ENGINE GOVERNOR Filed Feb. 19, 1923' 3 sheets-sheet 5 mwnfa'c- Patented Jan. 8, 1929.

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ENGINE eovnnnon.

Application filed February 19, 1923. Serial No. 619,910.

This invention consists in means for controlling the speeds of the internal combustion engines of motor vehicles, and its object is to provide mechanism whereby the engine may be caused to operate at predetermined speeds within quite narrow limits irrespective of the condition of the roadway, and which will permit an increase of speed above such predeterminedlimit during such time as the accelerator or other equivalent device is made use of for that purpose, theengine returning to such predetermined speed when the accelerator is released.

This invention consists, in combination with the throttle or other fuel control valve of an engine, of manually operable means and a connection attached thereto for positioning said valve, and a governor actuated by the engine for varying the connection between the manually operable meansand the valve so as to approximate the speed of the engine to that predetermined by said manually operable means. I f

It further .consistsof a second manually operable device for varying said connection between the first named manually operable means and said valve so as to change the action thereof and of said governor. It also consists in the details of construc- 80 tion illustrated in the accompanying drawings and particularly pointed out in the claims. i

In the accompanying drawings, Fig. 1 is a plan of one form of this improved mechanism for controlling the speed of an engine. Fig. 1 is a section of one end of the pulley shaft. Figs. 2 and 3 are front and rear elevations of a governor. Fig. .4 is a longitudinal section thereof. Fig. 5 is a longitudinal section of a connection between the throttle valve of the engine, the speed governor and the two manually operable speed control devices. Fig. 6 is a perspective thereof. Fig. 7 is a plan of a modified form of speed regulating mechanism. Fig. 8 is an elevation of the the throttle valve may be opened and closed. This link connects to an arm 9 of a bell-crank pivoted on the pin 10 carried by a lever 11" mounted on a pivot 12projecting from the carriage 13. A link 15 extends from the free end of the lever 11 to the bell-crank 16 which is swung in well known manner by a. rod 1? connecting to the throttle operating inechanism on the steering post. In the usual constructions the link 15 is longer and connects directly to the plate 5 or to the arm 4.

The bracket arm-18 is mounted on a-sha-ft 19 projecting from the front end of the engine, and may be adjusted by a screw 20: as shown in Fig. 3. The outer end of this bracket arm supports a shaft 22 on'which the fan pulley 23 is mounted, as shown in Fig. 4, a nut 24 on this shaft holding it in position. The pulley carries pairs of parallel studs 25 and 26 and a plate 27'towhich the governor weights 28 are pivotally connected by the pins 29 extending through the'ears 30. A

hub 32 on the plate 27 guides a sleeve 33 which has a flange 34 to which the fan blades 35 are attached. Springs 36 and 37- on the studs 25 i and 26 bear against these fan blades and against. the pins 38 at the outer ends of these plns. I prefer to introduce a ball bearing 39 i at the flange end ofthe hub 32 to reduce friction. A cap 40 extends'over the outer end of the sleeve 33 and has arms 41 extending to the fan blades and these arms are engaged by the springs 36 and 37 so that the force of the springs is transferred to the outer end of the sleeve 33 by this cap- I V I prefer the springs '36 .somewhat longer and less stiff than the springs 37, as indicated in Fig. 9, so that'the outward movement of i the sleeve 33. will be more rapid in proportion to the increase in speed when the mechamsm is set for' low engine speeds than when set for higher engine speeds." When the weights 28 swing out by centrifugal force, the apertured' fingers 43' attached thereto press theflange 34 outward against the force of the springs and the outward movement of the sleeve 33 is communicated to the stem 44 by means of the thrust bearing 45 which is carried by the sleeve 33. This stem prefer ably has a head 46 on one end and nuts 47 on the other and is freely slidable in the shaft 22 which is drilled longitudinally its entire length to receive this stem.

' Attached toth'e arm 18, orheld between it and t-he bearing bushing 48 on the shaft 22,

is a bracket 49 which carries a pin 50 on which the lQVCl 51 is mounted. The end 53 of this lever is perforated to receive the stem 44 as shown in Figs. 1 and 3, while the other end connects to thearm 54 of the bell-crank which receives the link 8 by means of a link 52. The spring 55 holds the end 53 of the lever 51 against the nuts 47. r

A bracket 56 (Fig. 6) is formed with notches 57 to fit over'the bolts 58 which secure the carburetor to the intake manifold 59 of the engine. Any other desired type of bracket may be used, depending upon the character of the engine and carbureter em-- ployed. This bracket has a flat guide arm 60 on which the carriage 13 is slidable and the pin12 on this carriage has an extension 62 which receives a rod 63 which is slidable in the bracket 56. The part 64 in Fig. 5 is a filler piece of the same cross sect-ion as the guide arm 60. A spring 65 normally holds the carrriage in the position shown in Figs. 1, 5 and 6.

Fig. 1 shows the well known accelerator button 66 for which a small lever is sometimes substituted. This button connects to a lever 67 by means of a rod 68 and the lever connects to the carriage 13 by means of a. link throttle lever forthe desired speed and in so 69. The operation of this mechanism is as follows;

The driver of the vehicle positions his doing swings the lever 11 to the left carrying the pin 10, arm 9, link 8 and the arm 4 on the throttle-valve shaft 3 with it. This at first opens the valve to a somewhat greater degree than necessary to cause the vehicle to travel at the desired speed, but it gives-the engine that slight excess of fuel necessary to accelerate it. The increased rotation of the-fan pulley causes the weighted arms 28 to fly out and the plate 34 to move forward, pulling with it the stem 44 and the end 53 of the i lever 51, resulting in the arm 54 of the bellcrank swinging back and the link .8 and arm 4 moving to the right. The result is a reduction in throttle opening. .If this reduction I thebutton 66 and thereby pulls back the carriage 13, pivot 12 and pivot 10. The arm 54 of the bell-crank being connectedto the link 52 and temporarily stationary, the arm 9 will swingto the left and cause an increased throttle opening When the engine gains speed the link 52 and arm 54 move back, thuscausing a slight reduction of the throttle opening,

but this can easily be compensated by the '4. The stem 44 has a small disk 72 between the nuts 47 which disk extends between the jaws 73 at the end of one arm of a lever 74 pivoted at 7 5 on a bracket 7 6 mounted on the bracket 70. The carburetor 77 has a throttlevalve shaft to which an operating arm 78 is attached, this arm carrying a screw 79 adapted to engage the pin 80 .to determine the minimum throttle opening, the arm swinging to the right in Fig. 8 to open the throttle and with it the link 82 and arm 83 of the bellcrank. The other arm 84 is connected to the lever 74 by means of the link 85 and the pivot 86 for this bell-crank is mounted on a lever 87. This lever 87 is pivoted at 88 on the accelerator-actuated lever 89 which is pivoted at 90 on any desired support 91. r

The accelerator button 93 connects to the lever 89 in any desired manner, a push rod 94 and lever 95 being shown. The lever 87 is connected by a link 96 to an arm 97 which is manually ,positioned, being preferably mounted on the small shaft 98 which extends through the steering post. A bracket 99 may be provided to support one end of this shaft.

The operation of this mechanism is similar to that above described. The inward movement of the accelerator button 93 swings the pivot 86 of the bell-crank and the link 82 and the arm 78 to the right to further open the throttle valve of the carburetor without affecting the shaft 98 and the arm 97. Any desired mechanism returns the parts to predetermined position after the button 93 is released. 7

It will be noted from the above description that any increase in speed of the fan causes the fan to move forward against the pressure of the springs 36 due to the reaction be tween the fan blades and the air and because of the centrifugal force'acting on the weights 28. This forward movement of the fan causes the governor to act quickly. When the speed of the engine is to be increased, the operator first opens the throttle, causing the engine and the fan to pick up speed and the fan to move forward because of such 1 increase in speed and because of the reaction of the blades and the air. This forward movement of the fan reduces the throttle opening and therefore the engine speed, but

repeated manual readjustments of the throttle spirit of my invention as set forth in the following claims.

I claim 1. In a speed regulator for an internal combustionengine, the combination of a bellcrank, a link connecting one arm thereof to the throttle valve of the engine, a speed governor actuated by the engine and connected to the other arm of the bell-crank and adapted to swing it as the speed of the engine varies, a lever on Which the bell-crank is pivoted, manually operable means to position the lever topredetermine the speed of the engine, and additional manually operable means to shift the pivot of said lever to vary the speed of the engine. 7

2. In a speed regulator for an internal comj I bustion. engine, the combination of a bellcrank, a link connecting one arm thereof to the throttle valve of the engine, a speed governor actuated by the engine and connected to the other arm of the bell-crank and adapted to swing it as the speed of the engine varies, I

DIEDRIOH o. ADDIOKS. 

